RIVER  SURFACE 


RIVER  BED 


The 

HOLLAND  TUNNEL' 

"The  Underground  Highway 
which  Joins  a  Continent  to  a  City" 


FOREWORD 

^^PROXIMATELY  fifteen  mil- 
lion motorists  from  all  parts  of 
the  country  will  enter  New  York 
City  through  its  new  gateway,  The 
Holland  Tunnel,  during  the  coming 
twelve  months. 

On  opening  day  alone  51,748  cars 
passed  through  the  twin  tubes. 

To  acquaint  the  motorists  of 
America  with  the  facilities  offered 
by  this  "eighth  wonder  of  the  world," 
this  booklet  of  information  has  been 
prepared. 


Avery  Architectural  and  Fine  Arts  Library 
Gift  of  Seymour  B.  Dursi  Old  York  Lihrary 


TUNNEL  FACTS 


THE  Holland  Tunnel  is  the  longest  vehicular  tun- 
nel in  the  world.  It  consists  of  twin  tubes,  each 
having  a  total  length  of  9,250  feet.  The  distance 
between  its  portals  is  8,463  feet  and  between  river 
shafts,  3,374  feet.  The  portion  of  the  tunnel  below 
the  river  measures  5,480  feet. 

Location 

The  New  York  entrance  plaza  is  between  Hudson, 
Varick,  Broome  and  Watts  Streets,  in  New  York  City, 
while  the  New  Jersey  entrance  is  at  Twelfth  and  Pro- 
vost Streets,  Jersey  City.  In  New  York,  the  exit  is 
at  Canal  and  Varick  Streets.  The  Jersey  City  exit  is 
at  Fourteenth  and  Provost  Streets. 

The  separation  of  the  exits  and  entrances  is  planned 
to  prevent  undue  congestion  at  the  tunnel  terminals.  The 
tunnel  entrances  are  reached  by  all  leading  highways. 

The  tunnel  is  seventy-two  feet  below  mean  high 
water  and  the  maximum  depth  of  the  roadway  below 
mean  high  water  is  ninety-three  feet.  The  minimum 
cover  afforded  the  top  of  the  tunnel  by  the  bed  of  the 
Hudson  River  is  sixteen  feet.  The  tunnel  is  lined 
with  115,000  tons  of  cast  iron  and  130,000  cubic 
yards  of  concrete.  Headroom  in  the  tunnel  is  thirteen 
feet  six  inches. 

Dimensions  and  Construction  Data 

The  tunnel  has  two  roadways,  one  in  the  north  tun- 
nel and  one  in  the  south  tunnel.  These  roadways  are 
twenty  feet  wide  and  accommodate  two  lines  of  traffic. 
The  maximum  up-grade  of  the  roadways  is  3.8  per  cent 
and  the  maximum  down-grade  4.06  per  cent.  The  sur- 
face of  the  roadways  is  of  granite  block.  The  curbing 
also  is  of  granite. 

Capacity 

More  than  1,900  motor  vehicles  per  hour  can  pass 
through  each  tube.  The  estimated  daily  tunnel  traffic 
is  46,000  vehicles.  Figures  for  the  yearly  traffic  are 
estimated  at  15,000,000  vehicles. 

'Ventilation 

The  method  of  ventilating  the  Holland  Tunnel  is 
transverse  distribution.  Air  is  supplied  and  removed 
continuously  throughout  the  length  of  the  tunnel. 
There  is  no  longitudinal  movement  of  air.  The  ven- 
tilation system  provides  for  changing  the  air  forty-two 
times  per  hour.  The  total  amount  of  air  supplied  to 
the  tunnel  per  minute  is  3,761,000  cubic  feet. 

Carbon  monoxide  discharged  by  motor  vehicles 
passing  through  the  tunnel  is  limited  to  less  than  four 
parts  in  10,000  parts  of  air.  The  vitiated  air  is 
drawn  from  the  tunnel  through  vents  in  the  ceiling  by 
means  of  fans.    Fresh  air  is  forced  into  the  tunnel  by 


other  fans  through  slits  in  the  walls  near  the  flooring. 

Beneath  the  roadway,  a  fif  ty-cight-mile-an-hour 
blast  ot  fresh  air  rushes  through  a  long  duct.  From 
this  duct  branches  lead  to  expansion  boxes,  extending 
along  the  curbing.  The  ventilating  blasts  expend  their 
fury  in  the  expansion  boxes,  and  from  the  expansion 
boxes  air  issues  forth  like  a  gentle  breeze. 

In  the  roof  of  each  of  the  two  tubes  of  the  tunnel 
there  is  another  duct  into  which  vitiated  air  rises 
through  openings.    Exhaust  fans  suck  out  this  air. 

The  fans  are  housed  in  ventilation  buildings,  each 
as  high  as  an  ordinary  ten-story  building.  There  are 
two  of  these  buildings  on  the  New  York  side  and  two 
on  the  New  Jersey  side.  There  are  eighty-four  fans, 
forty-two  blowers  and  forty-two  exhausters.  One- 
third  of  these  fans  are  held  in  reserve  as  a  precaution. 

The  motive  power  for  the  fans  is  electricity,  with  an 
installation  of  6,000  horsepower.  There  are  three  elec- 
tric cables  from  the  New  York  side  and  three  from  the 
New  Jersey  side.  Any  one  of  the  six  independent  cables 
has  a  capacity  sufficient  to  operate  the  entire  ventilation 
system. 

Electric  indicator  lamps  register  the  speed  of  all 
fans.  Other  indicators  show  the  content  of  carbon 
monoxide  in  every  section  of  the  tunnel.  The  entire 
working  of  the  ventilation  system  is  under  constant 
observation  of  skilled  operators  in  the  control  rooms. 
Although  each  fan  has  its  own  switch,  the  current  may 
be  turned  on  or  off  from  the  main  control  room. 

Safety  Devices 

Throughout  the  tunnel  signs  indicate  emergency 
exits,  leading  from  one  tube  to  the  adjacent  tube  as 
well  as  to  the  surface  at  the  shafts.  Along  the  tunnel 
walls  at  convenient  intervals  are  niches  to  accom- 
modate fire  fighting  apparatus.  The  apparatus  includes 
foam  extinguishers,  hose  for  flushing  and  fire  purposes, 
valves  connected  with  the  six-inch  water  main  travers- 
ing each  tunnel,  sand  bins,  fire  alarms  and  telephones. 
An  emergency  fire  fighting  and  rescue  truck  with 
double-end  control  is  housed  at  each  tunnel  exit  ready 
to  salvage  any  disabled  vehicle. 

'Policing 

Police  are  stationed  at  intervals  of  480  feet  on  a 
walk  raised  above  the  level  of  the  roadway  in  each  tube. 
Each  policeman  has  access  to  a  telephone,  by  means  of 
which  he  can  communicate  to  the  administrative  build- 
ing any  unusual  occurrence  in  the  tunnel.  More  police 
are  stationed  at  the  tunnel  entrances  and  exits  to  direct 
traffic  to  lanes  of  approach  and  exit.  The  police  are 
specially  trained  men  independent  from  the  City  Police 
Departments  of  New  York  and  Jersey  City. 


■f    1  V 


New  York  State  Bridge 


General  George  R.  Dyer,  Chairman  of  the  New  York 
State  Bridge  and  Tunnel  Commission,  has  served  the  City 
and  State  of  New  York  on  numerous  occasions.  He  has 
been  active  in  military  circles  for  many  years,  having 
served  as  Captain  and  Major  in  the  Spanish-American  War, 
and  as  a  Brigadier-General  on  the  Mexican  border  in  191 6. 
During  the  World  War  he  was  placed  in  command  of  the 
entire  military  forces  of  the  State.  His  association  with 
the  New  York  State  Bridge  and  Tunnel  Commission  dates 
back  to  1907.  He  was  appointed  chairman  in  191 3.  He 
is  the  son  of  the  late  Governor  Elisha  Dyer,  of  Rhode 
Island,  and  is  a  direct  descendant  of  Roger  Williams. 


GEORGE  R.  DYER, 
Chairman 


Mr.  Shamberg's  interest  in  the  project  of  con- 
structing a  vehicular  crossing  between  New  York 
and  Jersey  City  led  to  the  introduction  of  the  initial 
legislation,  creating  the  bridge  and  tunnel  commis- 
sion in  New  York  in  1906.  He  was  appointed  by 
Governor  Higgins  as  a  charter  member  of  that 
commission,  and  has  been  serving  continuously,  as  a 
member  of  the  commission,  since  that  time.  He  is 
head  of  the  exporting  firm  of  J.  Shamberg  &  Son. 


A.  J.  SHAMBERG 


In  addition  to  his  work  with  the  New  York  State  Bridge 
and  Tunnel  Commission,  Colonel  Greene  has  served  on 
the  Canal  Board,  the  Water  Power  and  Control  Commis- 
sion, and  the  Board  of  Commissioners  of  the  Land  Office, 
State  Office  Site  and  Building  Commission.  He  also  has 
been  Commissioner  of  Highways  for  the  State  of  New 
York  from  19 19  to  1921,  and  Superintendent  of  Public 
Works  of  the  State  of  New  York  from  1923  to  date. 
During  the  World  War,  Commissioner  Greene  served  with 
the  302nd  Regiment  of  Engineers,  77th  Division. 

FREDERICK  S.  GREENE 
Superintendent  of  Public  Works 


and  Tunnel  Commission 


Vice-chairman  and  one  of  the  veteran  members  of  the 
New  York  State  Bridge  and  Tunnel  Commission,  Mr. 
Bloomingdale  was  appointed  to  that  body  in  1906.  Al- 
though active  in  the  business  world  for  more  than  fifty 
years,  he  has  given  generously  of  his  time  to  public  service. 
He  was  a  Presidential  elector  in  1 900,  is  a  trustee  of  the 
McKinley  National  Memorial  Association  and  treasurer  of 
the  Election  Laws  Improvement  Association.  Mr.  Bloom- 
ingdale also  has  served  as  a  member  of  Hudson  Ter- 
centenary Commission,  Committee  of  70,  and  is  president 
of  the  Board  of  Managers  of  The  Society  of  Reformation 
of  Juvenile  Delinquents  conducting  the  House  of  Refuge, 
New  York  City. 

E.  W.  BLOOMINGDALE, 
Vice-Chairman 


Active  in  international  law  circles  and  a  member 
of  many  foreign  civic  societies  in  this  country,  Mr. 
Hawkes  has  served  as  a  member  of  the  New  York 
Bridge  and  Tunnel  Commission  since  1906.  He 
founded  the  French  Institute  in  the  United  States 
in  191 1  and  is  Chairman  of  the  Board  of  Trustees  of 
the  Museum  of  French  Art,  French-American  Cham- 
ber of  Commerce,  French  Union  and  other  French 
organizations  here.  He  holds  many  foreign  decora- 
tions and  is  a  member  of  numerous  patriotic  societies. 
He  served  as  Commissioner  of  Docks  from  1902  to 
1903,  and  was  responsible  for  much  Hudson  River 
waterfront  improvement  work. 

McDOUGALL  HAWKES 


ALBERT  GOLDMAN 
Commissioner  of  Plant  and  Structures 


In  addition  to  his  work  as  a  member  ex-officio  of  the 
New  York  Bridge  and  Tunnel  Commission,  Mr.  Goldman 
also  is  Commissioner  of  Plant  &  Structures  of  New  York 
City.  He  holds  office  in  many  charitable,  fraternal  and 
patriotic  organizations.  For  twenty-four  years  he  was 
assistant  general  commercial  manager  in  the  Bronx  Dis- 
trict of  the  New  York  Edison  Company  as  well  as  being 
a  director  of  the  Bronx  Borough  Bank,  former  president 
of  the  Bronx  Board  of  Trade,  of  the  New  York  Electrical 
League,  of  the  New  York  Section  of  the  National  Electric 
Light  Association  and  chairman  of  the  Bronx  Division  of 
the  federation  for  the  support  of  Jewish  philanthropic 
societies. 


i   3  > 


New  Jersey  Interstate  Brid 


\\ TELLER  H.  NOYES 


Mr.  Noyes  was  appointed  a 
member  of  the  New  Jersey 
Interstate  Bridge  and  Tunnel 
Commission  in  1910,  in 
recognition  of  previous  services 
rendered  to  the  tunnel  con- 
struction enterprise.  He  served 
as  chairman  of  the  commission 
from  19 13  to  1 92 1.  For  many 
years  he  was  associated  with  Swift  &  Company,  being  vice- 
president  of  the  New  York  Corporation.  He  was  president  of 
the  New  Jersey  State  Chamber  of  Commerce  and  for  many  years 
a  trustee  of  that  body.  He  is  president  of  the  Tenafly  Trust 
Company,  having  held  this  office  for  19  years.  Since  1925  he 
has  devoted  his  entire  time  to  administration  work  of  tunnel 
and  bridge  construction. 


Prominent  in  public  life  of 
Jersey  City,  Mr.  Boyle  resigned 
from  the  board  of  managers  of 
the  New  Jersey  State  Hospital 
in  1920  to  become  a  member 
of  the  New  Jersey  Interstate 
Bridge  and  Tunnel  Commis- 
sion. Besides  his  work  as  a  JOHN  F.  BOYLE 
member  of  the  commission,  he 

is  treasurer  of  the  Hudson  County  Sinking  Fund  and  of  the  City 
Pension  Fund,  director  of  the  Commercial  Trust  Company  of 
New  Jersey  and  of  the  New  Jersey  Fire  Alarm  Company. 


THEODORE  BOETTGER, 


Ck 


yjairman 


Theodore  Boettger,  Chairman  of  the 
New  Jersey  Interstate  Bridge  and  Tun- 
nel Commission,  has  been  quietly 
active  in  public  life  for  many  years. 
He  served  ably  in  both  the  Red  Cross 
and  Liberty  Loan  Campaigns  during 
the  World  War,  and  at  the  close  of 
the  war  was  prevailed  upon  to  become 
a  member  of  the  Tunnel  Commission. 
He  has  been  Chairman  of  the  New 
Jersey  Commission  since  1922.  Head 
of  the  biggest  dyeing  company  in  the 
country,  his  experience  as  an  executive 
made  him  the  unanimous  choice  of  his 
fellow  members  for  the  Chairmanship 
during  the  most  critical  years  of  the 
tunnel's  construction.  He  is  active  in 
philanthropic  work  and  is  a  member 
of  many  of  the  leading  clubs  in  New 
Jersey  and  New  York. 


Appointed  to  the  New  Jersey 
Interstate  Bridge  and  Tunnel 
Commission  in  1922,  Mr.  Sin- 
clair has  been  active  in  public 
life  for  many  years.  A  mem- 
ber of  the  Essex  County  Park 
Commission  since  1905,  he  has 
been  President  of  the  Commis-  ROBERT  S.  SINCLAIR 

sion  since  1920.    He  was  the 

author  of  the  plan  under  which  eight  municipalities  in  northern 
New  Jersey  jointly  constructed  an  outlet  sanitary  sewer  system, 
and  was  first  chairman  of  the  commission  which  placed  the  plan 
in  operation.  He  has  served  as  president  of  the  Board  of  Educa- 
tion of  South  Orange,  trustee  of  that  village  and  its  president 
for  seven  years. 


f   4  } 


and  Tunnel  Commission 


JOHN  B.  KATES 
yice-Cbairman 


Prominent  in  public  life  for  many 
years,  Mr.  Kates  was  Judge  of  the 
County  Court  of  Camden  County 
from  1 9 17  to  1922,  when  he  became 
a  member  of  the  New  Jersey  Interstate 
Bridge  and  Tunnel  Commission.  In 
191 2  he  served  as  Clerk  to  the  Judi- 
ciary Committee  of  the  House  of 
Assembly  and  was  a  member  of  the 
House  from  19 13  to  1916,  being 
Minority  Leader  in  1913.  He  was 
elected  State  Senator  in  19 16.  He  is 
also  a  director  of  a  number  of  building 
and  loan  associations  of  Camden 
County,  and  is  president  of  the  Broad- 
way Trust  Company  of  Camden  and 
director  of  the  Collingswood  National 
Bank. 


THOMAS  J.  S.  BARLOW 


Interested  in  bridge  and  tun- 
nel construction  enterprises  for 
many  years,  Mr.  Barlow  has 
served  with  the  New  Jersey 
Interstate  Bridge  and  Tunnel 
Commission  since  1918.  He 
was  superintendent  of  The 
Howard  D.  Thomas  &  Com- 
pany,   woolen  manufacturers, 

for  seven  years.  For  twenty-five  years,  he  was  in  the  merchant 
tailoring  business  in  New  Jersey,  and  has  been  active  in  real 
estate  in  Maple  Shade,  New  Jersey,  where  he  was  chairman  of  the 
Township  Committee  for  a  three-year  term. 


&  U  Appointed  to  the  New  Jersey 

|£  Wm  Interstate  Bridge  and  Tunnel 

Commission  in  1922,  Mr.  Ferris 
*  was   one   of   its   most  active 

A  J  members    during    the  trying 

^^H^^k  r^^^^^l  period  of  the  Holland  Tunnel's 

^^^^^^^     *  ^^^^^^^         construction.    He  is  vice-presi- 
ISAAC  FERRIS  dent  of  the  Camden  National 

Bank  and  Trust  Company, 
director  of  the  Security  Trust  Company  of  the  same  city  and 
director  of  the  Independence  Fire  and  Security  Company  of 
Philadelphia.  In  addition  to  his  activity  with  the  tunnel,  Mr. 
Ferris  has  devoted  many  years  of  his  life  to  public  service. 


Mr.  Suplee  has  served  as  a 
member  of  the  New  Jersey 
Interstate  Bridge  and  Tunnel 
Commission  since  1922.  Prior 
to  his  appointment  to  the  com- 
mission, he  was  a  member  of 
the  Glassboro,  N.  J.,  Borough 
Council  from  1920  to  1921 
and  the  Elmer,  N.  J.,  Borough 
Council  from  1906  to  1909.  He  was  Township  Clerk  of  Pitts- 
grove,  N.  J.,  from  1895  to  1901  and  a  member  of  the  Board  of 
Education  from  1902  to  1905.  From  1921  to  1924,  he  was  a 
member  of  the  Board  of  Education  of  Glassboro,  N.  J.,  where 
he  now  resides. 


FRANK  L.  SUPLEE 


i     5  r 


'ineers 


the 


Holland  Tunnel 


Milton  H.  Freeman,  Second  Chief 
Engineer,  whose  uncanny  ability 
to  guide  a  shield  contributed  ma- 
terially to  the  successful  construc- 
tion of  the  Holland  Tunnel. 


A TRIUMVIRATE  of  engineers  built  the  Hol- 
land Tunnel.  Two  gave  their  lives  to  it. 
Only  one  was  spared  to  witness  and  participate  in 
the  triumphs  of  opening  day.  Clifford  M.  Holland 
envisioned  the  tunnel  and  planned  its  construction. 
Upon  his  death  Milton  H.  Freeman,  who  had  been 
Engineer  of  Construction,  took  up  the  burden  of 
Chief  Engineer  and  carried  on  for  five  months, 
when  overwork  exacted  the  supreme  price  from 
him,  too.  He  was  succeeded 
by  Mr.  Ole  Singstad,  who 
had  been  Engineer  of  De- 
signs from  the  time  the 
engineering  staff  was  organ- 
ized. Under  his  direction 
the  Holland  Tunnel  was 
completed. 


Clifford  Milburn  Holland,  genius 
of  the  Holland  Tunnel  and  its  First 
Chief  Engineer,  in  whose  memory 
the  tunnel  was  named.  He  took 
office  on  July  lit,  19 1 9,  and  died, 
a  victim  of  his  own  zeal,  on  Oc- 
tober ijth,  1924. 


"  II  "HAT  this  engineering  achievement  cost  the 
lives  of  its  first  two  Chief  Engineers — not  from 
accident,  but  from  a  drain  on  their  vital  energy — 
is  perhaps  the  most  striking  evidence  of  the 
magnitude  of  the  undertaking.  Other  tunnels 
under  the  Hudson  will  be  built,  other  problems 
in  successful  ventilation  will  be  solved,  but  for 
many  years  to  come  the  Holland  Tunnel  will 
remain  one  of  the  modern  wonders  of  the  world. 


Ole  Singstad,  Third  Chief  Engineer 
of  the  tunnel,  under  uhose  direc- 
tion the  twin  tubes  were  completed, 
and  the  operation  of  the  tunnel 
actually  started.  The  ventilation 
plan  and  the  program  for  the  re- 
search work  in  connection  with  it 
were  developed  under  his  direction. 


i    6  } 


The  Story  of  the  Holland  Tunnel 


THE  real  story  of  the  Holland  Tunnel 
dates  back  twenty-one  years  to  the 
Spring  of  1906  when  the  States  of  New 
Jersey  and  New  York  created  joint  commis- 
sions to  investigate  the  feasibility  of  con- 
structing a  bridge  over  the  Hudson  River 
uniting  New  York  City  with  Jersey  City. 
The  men  appointed  to  these  commissions 
faced  a  discouraging  task,  for  the  actual  need 
of  supplying  some  means  of  transportation  to 
supplement  the  ferries  plying  between  those 
two  ports  was  not  sufficiently  recognized  at 
the  time  to  give  their  pioneer  work  the  public 
support  which  it  deserved.  It  is  conceded 
today  however  that  the  successful  completion 
of  this  great  engineering  conception  was  due 
to  the  faith,  courage  and  persistence  of  the 
two  small  groups  of  successful  and  prominent 
business  men  of  New  York  and  New  Jersey 
who,  after  the  first  public  proposal  of  a  "fixed 
crossing"  of  the  Hudson  River,  had  to  strug- 
gle for  thirteen  years  before  the  public  mind 
was  aroused  sufficiently  to  support  construc- 
tion appropriations  in  the  legislatures  of  the 
two  states. 

General  George  R.  Dyer,  Chairman  of  the 
New  York  State  Bridge  and  Tunnel  Com- 
mission and  his  colleagues,  E.  W.  Blooming- 
dale,  Vice-Chairman,  Alexander  J.  Shamberg 
and  McDougall  Hawkes  have  the  unpre- 
cedented distinction  of  having  served  the 
State  continuously  in  connection  with  this 
single  project  for  over  twenty  years  without 
remuneration  and  for  the  major  part  of  that 
time  without  even  encouragement. 

The  personnel  of  the  New  Jersey  Commis- 
sion has  changed  from  time  to  time  but  its 
present  organization  consisting  of  Theodore 
Boettger,  Chairman;  John  B.  Kates,  Vice- 


Chairman;  John  F.  Boyle,  Weller  H.  Noyes, 
Robert  S.  Sinclair,  Thomas  J.  S.  Barlow, 
Isaac  Ferris  and  Frank  L.  Suplee  served  on  the 
Commission  during  practically  the  entire 
period  of  construction.  All  of  these  men  had 
the  satisfaction  of  seeing  their  faith  in  this 
great  engineering  undertaking  vindicated 
when  the  tunnel  was  opened  to  traffic.  In- 
cidentally, a  factor  that  contributed  ma- 
terially to  the  success  of  the  project  was  the 
harmonious  relationship  that  existed  between 
the  New  York  and  New  Jersey  Commissions 
during  the  construction  period.  There  was 
never  any  friction  between  them. 

It  should  be  stated  here  that  the  original 
idea  of  building  a  bridge  between  New  Jersey 
and  New  York  was  supplanted  by  the  tunnel 
project  in  191 3  following  careful  investiga- 
tions by  both  commissions,  which  indicated 
that  owing  to  the  topographical  conditions, 
the  cost  of  a  bridge  in  the  location  where  the 
"fixed  crossing"  was  most  needed,  would  be 
almost  prohibitive  as  compared  to  the  cost  of 
a  tunnel.  The  tunnel  also  had  additional 
advantages  which  a  bridge  would  not  possess, 
for  it  would  be  unaffected  by  climatic  or 
other  interference.  The  commissioners  also 
foresaw  that  by  building  a  vehicular  tunnel 
they  would  increase  the  facilities  for  com- 
merce in  the  port  of  New  York  by  removing 
from  the  surface  of  the  harbor  many  lighters 
and  other  floating  equipment  used  in  the 
transportation  of  freight  from  the  Jersey 
City  railroad  yards  to  New  York  and  Long 
Island  destinations. 

They  foresaw,  too,  that  it  would  furnish 
the  means  for  the  uninterrupted  movement 
of  troops  and  supplies  to  and  from  the  City 
of  New  York  in  case  of  need. 

(Continued  on  page  9) 


i  7  } 


This,  photograph  shows  the  castbound  tunnel  approaching  Manhattan.     Passenger  cars 
and  commercial  vehicles  keep  in  separate  lines. 


The  "straightaway"  from  the  New  York-New  Jersey  boundary  line,  looking  toward 
jersey  City.    This  picture  shows  clearly  the  ventilation  slits  in  the  sides  of  the  roadway 
and  the  exhaust  ports  in  the  ceiling. 

i  8  y 


(Comthnud  from  /></,«•<■  7) 

Actual  authority  to  build  the  tunnel  was 
given  to  the  commissions  on  April  ioth,  19 19. 
The  important  duty  then  confronted  them 
of  selecting  a  Chief  Engineer.  It  was  realized 
from  the  beginning  by  these  laymen  that  the 
work  was  of  an  unprecedented  character  and 
would  require  the  most  expert  engineering 
direction. 

After  looking  the  field  over,  the  commis- 
sions selected  as  Chief  Engineer,  Mr.  Clifford 
M.  Holland,  tunnel  engineer  of  the  Public 
Service  Commission,  1st  District,  State  of 
New  York,  in  immediate  charge  of  the  con- 
struction of  all  subway  tunnels  under  the 
East  River.  He  was  regarded  as  having  had 
a  greater  and  more  successful  experience  in 
the  work  of  subaqueous  tunnel  construction 
than  any  other  member  of  his  profession. 

A  board  of  Consulting  Engineers  was  ap- 
pointed and  a  contract  or  treaty  between  the 
two  States  was  drawn  up  and  approved  by 
the  commissions  and  given  the  consent  of 
Congress. 

Chief  Engineer  Holland  took  office  on 
July  1st,  1 9 19,  and  at  once  began  the  organ- 
ization of  an  engineering  staff.  His  chief 
assistants  were  selected  from  those  who  had 
been  associated  with  him  in  the  construction 
of  the  East  River  subway  tunnels.  Having 
had  not  less  than  ten  years  experience  in  sub- 
aqueous tunneling  they  were  well  qualified 
both  by  technical  training  and  by  practical 
experience  to  meet  the  requirements  of  the 
work.  Actual  construction  began  October 
1 2th,  1920. 

Mr.  Holland  died  on  October  19th,  1924, 
after  giving  five  of  the  best  years  of  his  life 
to  the  project — a  victim  of  his  own  untiring 
energy  and  devotion  to  the  task  which  had 
been  committed  to  him,  and  of  his  own  zeal 
of  accomplishment.  Under  his  direction  all 
the  more  difficult  portions  of  the  work  had 


been  completed  and  the  remaining  details 
planned,  and  just  two  days  after  his  death 
there  came  a  demonstration  of  his  engineering 
skill  and  accuracy  in  the  successful  junction 
of  the  under  river  headings  of  the  North 
Tunnel.  The  commissions  perpetuated  Hol- 
land's fame  by  naming  the  tunel  after  him. 

Mr.  Holland  was  followed  by  Mr.  Milton 
H.  Freeman,  who  had  been  his  first  assistant 
in  charge  of  construction  work.  Mr.  Free- 
man, too,  gave  himself  unsparingly  to  the 
work  and  died  on  March  24th,  1925.  As  a 
tribute  to  his  share  in  the  undertaking,  the 
plaza  at  Manhattan's  entrance  to  the  tubes 
has  been  renamed  "Freeman  Square." 

Mr.  Ole  Singstad,  who  was  Mr.  Holland's 
Engineer  of  Design,  succeeded  Mr.  Freeman 
in  1925  and  carried  the  work  of  construction 
to  successful  completion. 

The  care  and  thoroughness  with  which  the 
commissions  prepared  for  the  operation  of  the 
tunnel  was  attested  by  the  smoothness  and 
precision  with  which  over  5 1 ,000  cars  were 
safely  and  quickly  transported  through  the 
tunnel  on  the  very  first  day  of  operation. 
This  great  load  placed  upon  the  operating 
staff  on  the  very  first  day  of  operation,  and 
successfully  carried  without  a  single  unto- 
ward incident,  is  considered  a  complete  proof 
of  the  excellence  of  the  plan  of  the  operating 
organization  which  was  prepared  by  former 
New  York  State  Engineer  and  Surveyor 
Frank  M.  Williams,  at  one  time  an  ex-officio 
member  of  the  New  York  Commission  and 
now  acting  as  its  consulting  engineer. 

Although  there  are  other  vehicular  tunnels 
in  the  world,  the  Holland  Tunnel  dwarfs  all 
of  its  predecessors  and  commands  the  admira- 
tion of  engineers,  because  the  construction  of 
its  twin  tubes  presented  new  problems. 

London  has  its  Blackwall  and  Rotherhithe 
tunnels,  Glasgow  its  three-tube  Harbor  tun- 

(Conthiucd  on  page  11) 


i  9  } 


A  comparison  of  actual  sections  of  the  Holland  Tunnel  and  the  Hudson  and  Manhattan 
Tunnel.    The  vehicular  tunnel  is  almost  twice  the  size  of  the  tube  that  was  built  solely 

for  train  traffic. 


Tightening  the  bolts  in  a  tunnel  segment.  One  of  the  giant  caissons  used  on  the 

New  York  side. 


i  10} 


(Coiil iniii- J  from  page  9) 

nel  and  Hamburg  its  twin-tube  Elbe  Tunnel, 
but  none  of  these  are  as  long  as  the  Holland 
Tunnel,  and  in  none  were  the  engineers  con- 
cerned with  an  endless  stream  of  engines  dis- 
charging smoke  and,  worse  still,  carbon 
monoxide — one  of  the  deadliest  gases  known. 
The  scientific  resources  of  the  Universities 
of  Yale  and  Illinois  and  of  the  United  States 
Bureau  of  Mines  were  drawn  upon  to  make 
the  Holland  Tunnel  as  safe,  from  the  stand- 
point of  ventilation,  as  any  open-air  city 
boulevard. 

In  the  distributive  method  of  ventilation 
adopted  for  the  Holland  Tunnel,  the  air  is 
introduced  into  and  exhausted  from  the  tun- 
nel through  a  number  of  openings  at  frequent 
intervals  leading  from  the  tunnel  roadway. 
By  this  method  fresh  air  is  supplied  at  all 
points  throughout  the  tunnel.  The  air  at  any 
point  can  be  controlled.  There  is  no  dis- 
comfort or  danger  from  high  velocity  air 
currents.  Ventilation  is  not  affected  by 
traffic  or  the  direction  of  the  wind.  Exhaust 
gases  are  quickly  diluted  and  removed. 

The  space  above  and  below  the  tunnel  road- 
way is  ideally  suitable  for  air  ducts.  Fresh  air 
supplied  by  blower  fans  at  the  shafts  in  the 
Land  buildings  is  discharged  from  the  main 
duct  under  the  roadway  through  adjustable 
openings  in  the  continuous  expansion  cham- 
bers on  each  side,  thence  through  a  con- 
tinuous slot  into  the  roadway.  Almost  four 
million  cubic  feet  of  fresh  air  is  pumped  into 
the  tunnel  every  minute  by  this  system.  The 
air  remains  in  the  tunnel  an  average  of  one 
and  one-half  minutes,  as  it  slowly  ascends  to 
the  ceiling. 

Exhaust  fans  located  in  the  same  buildings 
with  the  blower  fans  draw  the  vitiated  air 
through  ports  in  the  ceiling  and  thence 


through  the  upper  duct  above  the  roadway, 
delivering  it  through  stacks  to  the  outer 
atmosphere. 

The  average  motorist  who  uses  the  tunnel 
for  the  first  time  is  impressed  by  three  things. 
First,  the  freshness  of  the  air;  Second,  the 
daylight  effect  produced  by  the  lighting  sys- 
tem, and  Third,  the  lack  of  oppression  which 
one  normally  feels  even  upon  using  the  sub- 
way for  the  first  time. 

When  a  motor  car  driver  enters  either  of 
the  tubes  he  sees  before  him  a  seemingly  end- 
less and  brightly  illuminated  cavern.  One 
side  is  a  raised  sidewalk  intended  primarily 
for  the  traffic  police.  At  the  right  is  a  con- 
tinuous train  of  heavy  motor  trucks.  At  the 
left  a  stream  of  passenger  automobiles.  In 
the  walls,  near  the  sidewalk  are  niches. 
Traffic  policemen  stand  in  them.  Over- 
head are  the  usual  signal  lights — red  and 
green.  There  is  also  a  third  light,  quite 
new  to  him.  It  is  not  illuminated,  but 
he  can  just  make  out  the  outlines,  "Stop 
Engine."  This  signal  is  used  whenever  traffic 
is  blocked  for  more  than  a  minute  or  two,  so 
that  the  fumes  from  the  exhaust  pipes  do  not 
unnecessarily  increase  the  amount  of  carbon 
monoxide  in  the  air.  The  tubes  are  9,250 
feet  long — a  mile  and  three  quarters — and 
the  average  time  it  takes  to  sped  through 
them  is  between  five  and  six  minutes. 

It  is  believed  that  every  possible  accident 
from  the  human  element  has  been  foreseen 
and  provided  against.  Two  hundred  and 
ten  policemen  have  been  trained  and  organ- 
ized for  tunnel  traffic  and  fire-fighting  duty. 
All  of  these  men  are  expert  mechanics  as  well 
as  policemen  and  firemen  and.  are  trained  to 
help  out  a  nervous  driver  whenever  his  engine 
stalls  or  perform  minor  emergency  repairs 
whenever  necessary. 


{  11  } 


PHOTO  BY  WESTINGHOUSE  LAMP  CO. 


ONE      OF      THE      TWIN  TUBES 

1.  Exhaust  air  ports  every  15  feet  throughout. 

2.  Telephone  and  telegraph  cables. 

3.  Fire  extinguisher. 

4.  Water  supply  pipe. 

5.  Continuous  duct  for  fresh  air  supply  to  roadway. 

6.  Fresh  air  flues  every  15  feet  throughout. 

7.  Exhaust-air  duct  running  through  the  entire  length  of  the  tunnel. 

8.  Tunnel  segment,  weight  3,000  lbs. 

9.  Weight  of  complete  ring  21.6  tons. 

10.  Concrete. 

1 1 .  Sidewalk. 

12.  Power  cables  for  operation  of  tunnel. 

13.  Fresh-air  expansion  chamber. 

14.  Fresh-air  flues  every  15  feet  throughout. 
1 Drain. 

16.  Fresh-air  duct  running  through  the  entire  length  of  the  tunnel. 

This  photograph  was  made  from  the  model  built  to  study  illuminating  systems. 


i  ,2  > 


Work  Under  Compressed  Air 

The  driving  of  the  tunnels  by  means  of 
shields  underneath  the  bed  of  the  Hudson 
River  and  the  sinking  of  the  seven  shafts  and 
thirty  caissons  for  building  foundations  were 
accomplished  by  means  of  compressed  air 
which  balanced  the  pressures  on  the  outside 
of  these  structures  and  held  the  river  water 
out,  which  otherwise  would  have  seeped 
down  through  the  river  mud  or  silt  and  pene- 
trated the  working  chambers  of  the  shaft 
caissons  and  the  tunnel  headings.  While  the 
greater  part  of  the  under  river  tubes  were 
driven  through  silt,  a  stretch  of  nearly  1,000 
feet  near  the  New  York  pierhead  line  was 
driven  through  ledge  rock.  It  is  in  this  rock 
that  the  pump  chamber  and  sump  for  col- 
lecting any  water  that  might  flow  in  the 
tunnel  roadway,  are  located,  at  the  lowest 
point.  Four  of  the  principal  contracts  cov- 
ered this  part  of  the  construction,  which  pro- 
ceeded almost  continuously  from  June  27, 
1 92 1,  to  the  date  of  the  discontinuance  of 
the  use  of  compressed  air,  May  8,  1926.  The 
maximum  pressure  required  was  for  the  New 
Jersey  river  shafts  and  was  47/2  pounds  per 
square  inch  above  atmosphere. 

During  this  five-year  period  756,565  de- 
compressions took  place,  of  men  coming  out 
of  the  compressed  air  work,  and  the  care 
taken  in  spending  the  full  times  for  decom- 
pressions accounts  for  the  low  number  of 
cases  of  "bends,"  or  caisson  disease,  which 
totalled  but  528,  or  a  percentage  of  less  than 
7/100  of  one  percent,  no  fatality  having 
occurred  which  was  directly  attributable  to 
caisson  disease. 


Power  Supply 

The  electric  current  for  operating  the  ven- 
tilation equipment  and  lighting  of  the  tun- 
nel is  obtained  from  both  sides  of  the  Hudson 
River. 

On  each  side  current  is  available  from  three 
independent  cables  any  one  of  which  can  be 
fed  from  either  of  two  generating  sources, 
making  a  total  of  four  independent  generat- 
ing sources  served  by  six  independent  cables. 
Each  cable  is  of  sufficient  capacity  to  carry 
the  full  tunnel  load,  thereby  providing  ade- 
quate insurance  against  power  failure. 

Supervisory  Control 

In  addition  to  a  subsidiary  control  board 
in  each  of  the  four  ventilation  buildings, 
from  which  all  equipment  in  that  building 
can  be  operated,  there  is  a  central  supervisory 
control  board  located  in  the  top  floor  of  the 
New  York  Administration  Building  from 
which  board  all  equipment  in  the  entire  tun- 
nel project  can  likewise  be  operated  by  the 
Chief  Operator. 

Tunnel  Lighting 

The  lights  in  the  tunnels'  sidewalls  are  nor- 
mally placed  about  20  feet  apart  along  the 
tunnel.  At  the  portals  and  for  a  short  dis- 
tance within,  this  spacing  is  reduced  in  order 
to  provide  greater  illumination  at  these  points 
to  counteract  the  sudden  transition  from 
daylight  into  the  artificial  lighting  of  the 
tunnel.  The  two  main  sources  of  power 
serve  alternate  lights,  so  that  the  failure  of 
one  source  of  power  would  still  leave  half  of 
the  lights  illuminating  the  roadway. 


{  13  > 


Caulking  the  tunnel  to  keep  water  from  seeping  in. 


Construction  Contracts 


np*  HE  Commissions  were  fortunate  in  obtaining  for  the  construction  and  equipment 
of  the  tunnel,  contractors  of  the  highest  grade  and  responsibility.  These  men  not  only 
supplied  the  material  and  equipment,  but  also  took  a  personal  interest  and  pride  in  carrying 
out  the  particular  portion  of  the  work  entrusted  to  them.  Some  of  these  contracts  involved 
great  financial  risk,  as  a  great  deal  of  this  work  was  pioneer  in  character. 

Ground  was  broken  for  the  first  contract,  the  New  York  land  shafts,  on  October  i  2, 
1920,  since  which  date  there  have  been  twenty-two  construction  and  equipment  contracts 
let  and  brought  to  completion  by  the  Commissions.  The  embellishment  of  the  entrances 
and  exits,  including  the  lining  of  the  present  concrete  walls  with  granite  masonry,  will  be 
cared  for  by  two  contracts  still  to  be  let,  preparation  of  which  is  now  in  progress. 

The  principal  contractors  who  helped  to  build  and  equip  the  Holland  Tunnel  include 
the  following: 


Booth  &  Flinn,  Ltd. 

Tube  Construction  N.  Y.  and  N.  ). 
and  Approach  Construction,  AT.  /. 

Rodgers  &  Hagerty,  Inc. 

Approach  Construction,  New  York. 

De  Riso  Construction  Co. 

Construction  of  Ventilation  Bldgs. 

L.  Del  Turco  &  Bros.,  Inc. 

Tunnel  Tile  and  Finish. 

Fischbach  &  Moore,  Inc. 
Electrical  Installation. 

Holbrook,  Cabot  &  Rollins  Corp. 

Spring  St.  and  Canal  St.  Shafts. 

Leonard  Paving  Co.,  Inc. 

Plaza  Pai  ing,  New  Jersey. 


B.  F.  Sturtevant  Co. 

Fans,  Motors  and  Transmission. 

The  Carleton  Co.,  Inc. 

Administration  Bldgs.  and  Toll  Collection  Booths. 

William  J.  Fitzgerald 

Tunnel  Pai  ement. 

General  Electric  Co. 

Furnishing  Transformers  and  Oil  Snitches. 

John  Meehan  &  Son 

Plaza  Pai  ement,  New  York. 

Standard  Underground  Cable  Co. 
Tunnel  Power  Cables. 

Commercial  Truck  Co. 

Emergency  Equipment. 

Foamite-Childs  Corp. 

Fire  Extinguishing  Equipment. 


Most  of  the  electrical  equipment  was  furnished 
by  Westinghouse  Electric  and  Manufacturing  Co. 


i  1 5  } 


Tolls  and  Regulations 


TOLLS 

The  following  toll  rates  shall  apply  to  and  be  collected  for 
vehicles,  as  designated: 

Vehicle  Type  Group  Xo.  Rate 

Motorcycle    I  $0.25 

Passenger  Automobile,  with  a  capacity  up  to 

7  passengers,  ambulance  or  hearse    II  0.50 

Bus  up  to  and  including  29  passenger  seating 

capacity    Ill  1.00 

Truck  up  to  2  tons    IV  o.jo 

2  Ton-(-to    j  Ton  Truck   V  0.7$ 

s  Ton-)-to  10  Ton  Truck   VI  1.00 

Trucks  exceeding  10  Tons  capacity  and  not 
exceeding     15    Tons    Gross    Weight  nor 

exceeding  12  Tons  Axle  Load   VII  2.00 

Vehicles  admitted  under  Special  Permit   VIII  Special' 

Bus  exceeding  29  passenger  seating  capacity 
but  not  exceeding  dimensions  elsewhere  pre- 
scribed   IX  1.50 

Prepaid  Tickets  for  any  of  the  above  classifications  may  be 
purchased  in  books  of  fifty  at  the  Executive  Offices  on  the  third 
door  of  the  New  York  Administration  Building,  Canal  8c  Varick 
Streets,  New  York  City,  for  cash  or  certified  check,  payable  to 
che  order  of  The  New  York  State  Bridge  &  Tunnel  Commission 
or  The  New  Jersey  Interstate  Bridge  &  Tunnel  Commission. 

Toll  Rates  are  based  on  the  truck's  carrying  capacity.  Trucks 
'naded  beyond  rated  capacity  shall  pay  according  to  actual  load 
carried. 

Vehicle  Weight,  Carrying  Capacity  and  Gross  Weight  must  be 
displayed  prominently  on  all  trucks  as  required  by  law. 

*  TOLL  RATES  for  vehicles  under  special  permit  as  follows: 

Survey  charge  $10  and,  in  addition,  thereto,  for  permit  if 
issued,  the  toll  rated  in  the  table  of  tolls,  plus  25  cents  for  each 
additional  ton  or  fractional  part  thereof,  in  excess  of  15  tons; 
:o  cents  for  each  three  inches  or  fractional  part  thereof  of  side 
overhang  exceeding  the  9-inch  limit;  10  cents  for  each  three 
inches  or  fractional  part  thereof  of  width  exceeding  8  feet  or  of 
height  exceeding  12  feet;  10  cents  for  each  three  feet  or  frac- 
tional part  thereof  exceeding  the  length  limits  prescribed  elsewhere 
in  these  regulations. 

Survey  charges  may  be  waived  in  special  cases. 

Applications  for  special  permits  involving  surveys  must  be  made 
a  reasonable  time  in  advance. 

Trailers  will  be  charged  for  as  separate  vehicles  on  a  basis  of 
iheir  carrying  capacity.  Tractors  or  semi-trailers  will  be  charged 
in  addition  a  rate  based  on  one-half  the  capacity  of  the  trailer. 

SPEED  IN  THE  TUNNEL  IS  NOT  TO  EXCEED  30  MILES 
PER  HOUR. 

SPACING— VEHICLES  MOVING  OR  STANDING  IN  THE 
TUNNEL  SHALL  MAINTAIN  A  CLEAR  SPACING  OF  NOT 
LESS  THAN  7$  FEET. 

SPECIAL  PERMITS — Special  permits  obtainable  from  the  super- 
intendent's office,  will  be  required  to  admit  vehicles  falling  under 
the  following  classifications: 

Vehicles  exceeding  1 5  tons  gross  weight,  those  having  a  side 
overhang  beyond  the  rim  of  the  wheel  exceeding  9  inches,  those 
wider  than  8  feet  or  longer  than  30  feet,  or  exceeding  12  feet  in 
height,  all  inclusive  of  load,  two-wheel  semi-trailers  exceeding  38 
feet  over  all,  including  tractor,  four-wheel  trailers  exceeding  46 
feet  over  all,  including  tractor  and  such  slow-moving  vehicles 
as  floats,  steamrollers,  steam  shovels,  movable  cranes,  etc. 

VEHICLES,  ETC.,  EXCLUDED— Bicycles,  hand  and  push 
oris,  wheelbarrows,  double-deck  buses,  horse-drawn  vehicles, 
vehicles  having  axle  loads  in  excess  of  12  TONS  or  wheel  loads 
exceeding  800  pounds  per  linear  inch  width  of  tire,  metal-tired 
vehicles,  motor  vehicles  that  are  smoking.  No  bus  will  be  ad- 
mitted to  the  tunnel  unless  all  passengers  are  seated  on  seats  per- 
manently affixed  to  the  bus.  For  the  present,  pedestrian]  will  not 
he  admitted  to  the  tunnel. 


COMMODITIES  EXCLUDED — Articles  or  commodities  falling 
under  the  following  classifications,  as  listed  and  defined  in  the 
regulations  of  the  United  States  Interstate  Commerce  Commission 
covering  the  transportation  of  explosives  and  other  dangerous 
articles,  shall  be  excluded  from  the  Tunnel. 

1.  Explosives. 

2.  Dangerous  articles  other  than  explosives,  as  follows: 

(a)  Inflammable  liquids  (those  giving  off  inflammable 
vapors  at  ordinary  temperatures). 

(b)  Corrosive  liquids-  (including  the  well-known  power- 
ful mineral  acids). 

(c)  Compressed  gases  of  a  poisonous  nature. 

(d)  Poison  gases  or  liquids  (those  gases  which  are  highly 
poisonous  when  present  in  the  air  even  in  small  pro- 
portions and  those  liquids  which  give  off  highly  poison- 
ous vapors  at  ordinary  temperatures). 

Loose  hay,  straw  or  other  material  in  like  condition  which  is 
ordinarily  combustible  will  not  be  admitted;  nor  reserve  gasoline 
exceeding  1  gallon. 

REGULATIONS  FOR  DRIVERS  AND  OWNERS 
OF  VEHICLES 

(1)  No  operator  who  is  physically  incapable  of  operating  his 
vehicle  will  be  permitted  to  enter  the  tunnel. 

(2)  No  vehicle  which  is  so  loaded  or  constructed  as  to  seri- 
ously retard  traffic  or  injure  persons  or  damage  property  will  be 
permitted  to  enter  the  tunnel.  Baled  hay,  or  straw  or  other 
inflammable  material  must  be  covered  with  tarpaulin.  In  special 
cases,  however,  admission  may  be  obtained  through  special  permit 
by  the  superintendent. 

(3)  No  tire  changes  may  be  made  in  the  tunnel. 

(4)  Smoking  in  the  tunnel  is  prohibited. 

(5)  NO  VEHICLE  MAY  LEAVE  ITS  LINE  EXCEPT  AS 
SO  DIRECTED  BY  A  POLICEMAN. 

Drivers'  attention  is  called  to  signs  posted  at  New  York  City 
exit  at  Canal  Street  also  to  City  police  regulation  of  traffic  at  this 
point. 

(6)  The  use  of  cut-outs,  horns,  sirens,  whistles  and  any  other 
noise-making  device  in  the  tunnel  is  prohibited. 

(7)  All  vehicle  head  lights  must  be  extinguished  upon  entering 
the  tunnel. 

(8)  SIGNAL  LIGHTS— GREEN  SIGNAL  LIGHT  indicates 
that  traffic  lanes  are  clear  and  that  traffic  may  proceed.  RED 
SIGNAL  LIGHT  indicates  that  traffic  must  halt.  Engines  will  not 
be  permitted  to  race  at  a  halt.  "STOP  ENGINE"  SIGNAL  indi- 
cates that  ALL  ENGINES  MUST  BE  STOPPED  AT  ONCE  and 
shall  remain  so  until  the  green  light  is  again  displayed  for  resump- 
tion of  travel.  YELLOW  SIGNAL  LIGHTS  indicate  that  all 
traffic  shall  move  in  right  hand  lane  only. 

(9)  Broken  Down  Vehicles,  etc. 

(a)  Gasoline  will  be  supplied  to  a  car  running  out  of  gaso- 
line in  the  tunnel  at  $1.00  per  gallon.  This  will  be  payable  to  the 
officer  upon  delivering  the  gasoline. 

(b)  Cars  breaking  down  in  the  tunnel  and  requiring  the 
use  of  the  tunnel  emergency  towing  equipment  will  be  towed  out 
into  the  exit  plaza.  The  charge  for  such  services,  double  the 
regular  toll  rate,  is  payable  to  the  sergeant  in  charge  of  emergency 
truck. 

(10)  Any  person  who  through  gross  carelessness,  recklessness 
or  without  due  regard  for  the  safety  of  persons  or  property,  vio- 
lates the  traffic  rules  of  the  Commissions  or  endangers  the  safety 
of  persons  or  property,  shall  be  reported  by  the  Department  of 
Police  to  the  Superintendent.  Thereafter  a  notice  shall  be  served 
upon  such  violator  that  at  a  specified  time  and  place  a  hearing 
will  be  held,  at  which  he  is  invited  to  attend  and  show  cause  why 
he  should  not  be  barred  from  using  the  tunnel  for  a  period  to  be 
designated  by  the  Commissions.  Such  hearing  shall  be  held  before 
the  Superintendent  or  a  member  of  his  staff  designated  by  him, 
and  a  report  of  his  findings  and  recommendations  shall  be  trans- 
mitted to  the  Commissions. 


{  .6  \ 


The  Holland  Tunnel  Executives 


York  Stati    Bridgi  and 
Tunnel  Commission 

George  R.  Dyer,  Chair  man 

E.  \V.  Bloomingdale,  Vice-Chairman 

McDougall  Hawkes 

A.  J.  Shamberg 

Albert  Goldman,  Commissioner  of  Plant  and 

Structures  of  New  York  City 
Frederick  S.  Greene,  Superindent  of  Public 

Works 
Paul  Windels,  Counsel 
Morris  M.  Frohlich,  Secretary 


Ni  \\  J i  km  v  Interstate  Bridge  and 
Tunnel  Commission 

Theodore  Boettger,  Chairman 

John  B.  Kates,  Vice-Chair  man 

Thomas  J.  S.  Barlow 

John  F.  Boyle 

Isaac  Ferris 

Weller  H.  Noyes 

Robert  S.  Sinclair 

Frank  L.  Suplee 

Robert  Carey,  Counsel 

E.  Morgan  Barradale,  Secretary 


Clifford  M.  Holland1 


Chief  Engineers 

Milton  H.  Freeman"' 


Ole  Singstad 


Consultants  Engineering  Assistants 


John  A.  Bensel* 

Orrin  L.  Brodie 

George  H.  Brown 

Charles  L.  Crandall 

William  H.  Burr 

Arthur  C.  Davis 

Edward  A.  Byrne 

John  N.  Dodd 

J.  Vipond  Davies 

James  H.  Dugan 

Henry  W.  Hodges- 

Leo  Geenens 

Sullivan  W.  Jones 

Charles  S.  Gleim 

Dr.  Edward  Levy 

Joseph  C.  Imhoff 

George  L.  Lucas 

Aksel  H.  Jorgensen 

Frederick  C.  Noble 

Miles  I.  Killmer 

Lewis  B.  Stillwell 

Howard  L.  King 

George  L.  Watson 

Jacob  Mechanic 

William  J.  Wilgus 

Charles  W.  Murdock 

Arthur  C.  Willard 

Erling  Owre 

Frank  M.  Williams 

Ralph  Smillie 

Jesse  B.  Snow 

*  Deceased 

Frederic  A.  Snyder 

Eberhard  Welle 

Chief  Auditor      -  Moses  Markowitlz. 

Captain  of  Tolls     ---------  William  A.  Halligan 

Acting  Chief  of  Police  Cornelius  F,  Cahalane 

Bureau  of  Information 

Director         -  -        -        -        -        -        -        -        -         Charles  T.  Heaslip 

Assistant  Director       ________        Edward  F.  Darrell,  Jr. 

Executive  Headquariiks 
Holland  Tunnel  Administration  Building,Canal  and  Varick  Streets,  New  York  City 


